Draft and buffing gearing for railway-cars.



E. L. PHlLIPP.

DRAFT AND BUFFING GARING FOB. RAILWAY GARS.

APPLIUATI'ON-FILD MAB. 29, 1905.

Patentedv Sept. '7, 1909. y 2 SHEETS-SHEET 1.

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APPLICATION PILBDVHAB. 29, 1905.

Patented sept. 7, 1'909.

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To all 'whom it may concern."

j car ybody vor frame.

end of the car body. fe e arelongitudinally slotted draft beams ,abutting at their inner ends against Vthe tran- 'UNiTED smi-#13s raf-DENT carica f l-miranUni. 1..' PILIPP, or mrnwnnxlnawrsconsrn.

j I mArri Annen-Erme GEAEING roza `seminararsans Be it known `that I, `EMANUEL Pr/rinrr,

a citizen of the United States,lresiding at Milwaukee, in the county of Milwaukee and State `of Wisconsin, have invented certain new and useful Improvements inDraft and Butling- Gearing for Railway-Cars, of which the following is a'specification,'reference be ing had to the accompanying drawing', form-v ing a partthereof. u

, The-main objects of this invention are to relieve car bodies ofthe shocks and strains incident to -buffing and to stopping, starting, pulling or pushing themsingly or in trains ;l to avoid breaking and injuring the connections between the draft and bufling gearing and the car-bodies; to facilitate replacing broken or defective parts; and generaliy to improve the construction and opcratin of apparatus of this class.

It consists jin certain novel features of construction and in the peculiar arrangement and combinations of parts hereinafter particularly described and claimed.

In the accompanyingl drawing like characters designate thesame parts in the several figures. 4 l

Figure-1 is a plan view of gearing em.- bodying the invention atone end of a car, parts` of the frame work of the car'and Vof the'gearing being brokenaway and shown in horizontal section; Fig. 2 is a 4Vert-ical longitudinal section of the gearing on the Aline 2 2, Fig. l; Fig. 3 is a side elevation of the gearing, the body or frame work of the car to which it is applied being shown in vertical longitudinal section; Fig. 4 is a4 ated fra-me workof a car.

f a designates the vcentral `longitudinal stringers, b an end;l sill, ando atransoln of a -fl listhedead wood or buifer blocl at thev som c andbolted to the stringers a. At their y specification of Leaefs Patent. 'Paid-entail Sepe- 7, 1909,

Application filed March 29, 1905. Serial No. 252,628.

outer ends they are bolted with the angular chaing liron or plate fand the carrying iron or plate y, to the buffer' block al.

L is a coupler provided at its outer end with a head offthe usual ora-ny suitable l form and having a shank which issupported and guided next to the head between the chafing and carrying irons f and g. At or near its inner end it is provided with a cross bar or key which projects on opposite sides thereof into slots inthe draft beams e. This cross bar or key' is immovable in the shank of the coupler, but is capable of a slots in the draftbeams. These keys or bars are. fast in the b uiiierfheads, but capableof limited movement in the elongated slots of.

' the draft beams lengthwise thereof. Springs m, interposed between the buffer beads, tend to separate them. These springsare pref-.-

erably arranged in-sets, as shown in Fig. 2, one above the bother, each set -consisting of two 'spiral springs one within the other and supported at the ends by studs or bosses 'on the louder heads. A Qfilling block n secured in place between the inner ends of the draft beams@ and bearing against the outer side of the transom 0,- forms an abutment against which the inner end Q f the' buffer head'lcnormally rests. yThe shank o f the couplerfabuts at Vits inner end against the buffer head j and is connected thcrewithon both sides by links 0 embracingthe-cross bars z' and l. The sev# eral cross bars z' andl are connected outside of the draft` beams e by longitudinally slotted links p, which are sunk into the'outer faces of said beams and are movable end wise 1n the recesses therein. The beams e are preferably provided in the bottoms of the recesses ih their outer faces with wear plates g, against which the links p bear. 'On their inner faces said beams are provided with wear plates r, which are slotted to vcorrespend with the slots in said beams and are provided between' the buffer heads j' and l:

with inwardly projecting stops s, for limiting the inward movement of the head. j and the outward .movement of the head' la, said roo headsbeing formed at the sides with ianges to engage with said stops. Outside of the draft beams e the cross bars Z are connected with each other and with corresponding cross bars and buffer heads at the opposite end of the car by draft rods t, slotted to correspond with the links p.

' Asides of the transom a.

`-The coupler head `is provided in the'usual way on the upper side with a projection u which is adapted to engage with the chaing iron on the buffer block when the springs .m .are compressed to the, limit for which the 'draft `and lbuiiing gearing is designed or adjusted.

To the undersides of the stringers a'are bolted compression timbers or struts o,

which abut at their endsagainst the inner In the normal condition and preferred form of the gearing when itis not subjected to strain, the inner cross bar Z-bears against the inner ends of elongatedv slots in the draft beams e, .links p and draft rods t, the outer cross bar Z bears against the 'outer ends of4 elongated slots in said links and rods, and

occupies a position midway between the ends of elongated guiding slots in said draft beams`,'-and the cross bar of the coupler Z1,

. which is unyieldingly connected by the links a train' or car, is transmitt'edt-hrough the 0 with the head y', bears; against the outer ends of elongated slots in the links p, and

Doccupies a position midway between the ends 'of elongated guiding slots in` the draft links o and p and the cross bars d and Z-which they connect, at the front end of each car, and through'- the draft rods t, to the outer buffer head y' at the rear end of the car, and compressing the buffer springs m at the rear end, causes the cross bars with the associated buffer heads at the front end without change in their relative positionsto each other, to move forward in the guiding slots in the draft beams e. The forward thrust on the .inner buffer head if: by the compression of the springs m at the rear end of a car, is renceived byA the rear block n' and through it communicated to the rear transom c and the compression timbers or struts o, by which 1t is distributed to and along the stringers a as far as the front transom. Thus thevbody or frame vwork of the `roar and the fastenings vwhich secure .the draft and bufling gear e, while the cross bar i and outer cross bar Z at the front end of the car will be brought into contact with thelfront ends, of their guidingslots in the fronlt draft beams e, thereby distributing the draft in excess of j that taken up by the springs at the rear end of the car, along and through saidvdraft beams at both the front and rear ends of the car'. In pushing a train or vcar and in buiing, thethrust on the coupler'at the rear end of a car operates to first move the outer head j forward and compress the springs m at the rear end of the car, the innerhead c be` held against inward .movement by its abutment against the filling block n, and the' cross bar i and outer cross bar Z moving idly "inward and forward in their elongated slots in the links p and draft rods t. As before in the case of starting and towing, the thrust of the springs m against the inner buffer h'ead Za is received by the block a and through it communicated to the rear transom c and the rear ends of the compression timbers or struts fu, by whichit" is distributed to and along the stringers a and the several fastenings between them and said' struts as far as the front transom. If the thrust on the coupler is sufficient to compress the springs mto the fulli limit for which they are designed, the cross bar z" and the outer cross bar Z will be brought into contact with the inner ends of their elongated slots inthe draft beams c, the flanges on the inner end, of the outer head j will be brought into contact with the stops s, and the projection u on the coupler will be brought into contact with' the chafng iron f.- In this way the excess of force in the thrust on the coupler at 'the rear end of the car over what is taken up by'the buffer springs at that end of the car, is distributed along and -through the draft beams c at the rear end of the car.

' With the arrangement of parts herein described it will be observed that the breaking of either link o, of either or both links and of either or both draft rods t, if other parts of the apparatus were,left intact, would not put a car out of service. The breaking of both draft rods t would eliminate the action of the Isprings m andcause the draft to be exerted entirely through the front draft Vbeams c in starting and towing.`

By removinof the cross bars or keys i and Z whichl are hel Iin place in the draft beams e placed.

l y by cotters, as shown, the several parts Vof the readily removed and re- Various changes in the-'minor details of .construction and arrangement of parts may be made without materially attecting the mode of operation of the gearing and without departing "from the principle and scope of t'he invent1on. l

l`. IThe combination in a draft and buliing gear,-'of beams formed with slots, an outer buffer-head.' an inner buffer-head, a spring between the buiienheads, cross bars passing through' the butler-heads and extendinginto slots in .the beams, a coupler having its inner end normally .bearing against the outer buffe1'head,`a-cross bar extending from opposite sides of the coupler and passing through slots in the beams, slidable links lying on the inner sides offtlie beams and `connecting the cross bar of the couple-r With f the cross bar of the outer bulfer-he'adso 'that the coupler andthe outer butler-head Will 'move together 1n drawing and batting, and

slidable links lying on' the outer sides of the beams and having' slotsI to receive the cross bai-sof both butter-heads and the cross bar of the coupler, said slots being elongated on the inner sides of the cross-bars of the outer buffer-head and coupler, and on the outer side if thecross bar of the inner buffer-head, substantially as described.

2. The combination in a draft and butling gear, of beams formed with slots, an outer butfe'ihead, an inner buierdiead, a spring between the buffer-heads, cross bars passing through the butter-heads and extending into slots in the beams, a coupler having its inner end normally` bearing against the outer buffer-head, a cross barextending from op posite sides of the coupler and passing through slots in the beams, slidable links lying on'the inner sides ott' tl'iebeams and connecting the cross bar of the coupler With the cross bar of the outer buffer-head so that the coupler and the outer b ufferdiead will more together in dra-wing and butling, slidable links lying on the outer sides of the beams and having slots to receive the crossr bars of both butter-heads and the cross bar of the coupler, said slots being elongated on the inner sides ot' the cross bars of the outer bulfer-head and coupler, and" on the outer side of the cross bar of the inner buffer-head, and rods for connecting the gear at one end of a car with the gear at the other end, said rods having slotsto receive'the ends of the cross bars extending from adjacent butler-heads, the slots being elongated on the inner side of one bar and on the outer side of the other bar, Vsubstantially as de-V scribed. d

3. The combination ina draft and butlinggear, of beams formed With slots, an outer buffer-head, an-inner buffer-head, a spring between the butter-heads, cross bars. passing through the butler-heads and eX tending through the slots ,in the beams,

the slots for the inner. buli'er-head bar being elongated on thev outer side-of the bar and the slots for the outer' buffer-head bar being elongated on both sides .oflsaid cross bar'of the lcoupler-with the 'cross bar of the outer bufferhead so that the coupler and the outer bufferdiead Will move together in drawing and buffing,slidable links lying on the outer sides of the beams and having. slots. to receive the cross bars of both bufferheadsand the cross'bar'of the coupler, the slots in said links being elongated. on the outer side of the bar ofthe inner buffer-head and on the inner side of the crciss-bar's of the outer butler-head and coupler, and rods for connecting the gear at one end of a car With the gear at the other end, said rods having slots'to receive the ends of the cross bars ex! tending from adjacent buffer-heads, the slots being elongated on the inner side of one bar and on the outer side of theother bar, substantially as described.

4. In draft and bufiing gearing for rail- Way cars the combination of longitudinally slottedl dra-ft beams fixed to the car body, an abutment fixed between the inner ends of said beams, longitudinally movable butler heads, transverse bars projecting from said heads into slots in said beanie in which they are guided, a. spring interposed betiveen said heads and tending to separate them, longitudinally slotted links connecting saidlbars and limiting the separat-ion of said heads, a coupler connected with the outer head, and draft rods slotted to correspond with said linksand connecting said bars and heads with corresponding bars and heads: at the opposite end oi the-car, the inner Vhead being held normally against said abutment, the inner bar .in the inner ends of slots in said links, beams and rods, and the outer bar in the outer ends ofgslots' in said links and rods and midway between the ends of slots in said beams, substantially as described.

5.- In draft and buffing gearing for rail- Way cars the combination of longitudinally slotted draft bea-ms fixed to the car body, longitudinally movable buffer heads, cross bars projecting from said heads into slots in saidbeams in which they areguided, a springinterposed between said heads and tending to separate them, an abutment on the car body against which the inner head normally bears, longitudinally slotted linkseachend of thecar with each other and with 25.

buffer head,`substantiallyas described. 1()

lin which they are guided, `a spring inter! connectingsaid 'cross bars and limiting the separation ofsaid heads, correspondmgly slotted draft rods connecting said cross barsl with corresponding'cross bars at the opposite ends of the car, and a coupler having a cross bar prjecting'into slots in the draft beams .in which it is guided and connected byflinksl with the cross .bar of the outer.

l 6. In draftandf-.buflng gearing for rail Way cars th'evcombinationmof longitudinally slotted draftbeamsftixed tothe ca r body at' each end thereof longitudinallyv movable buffer. heads provided with cross barspro` jecting therefrom into slots insaid beams posedbetween and tending to separate the buffer heads at each end of the car, abut-- ments fixed to the car body '1n-position? to receive the inward'thrust of they inner buffer heads, couplers connected with the outer buffer heads, and slotted draft links conf. necting the cross 'bars of the buffer heads at those of the bufer headsat the opposite end of the car, substantially asdescribed.

abutting at their ends against the transoms, blocks abutting against the outerzsides ofthe transoms between said beams,- buifer hea'ds having cross bars projecting therefrom into elongated slots in said draft beams, the inner heads bearing normally against said blocks, a springuinterposed between 'and tending to separate thebuffer 4heads at each end of the'- car, a draftrod connecting the' outer heads at opposite ends of the car, and couplers connected with the described.

outer heads, substantially as` In witness whereof I hereto 'aiiix my signature in presence of two witnesses.A

l EMANUEL L'. PHILPPP. Witnesses:

' MAUDE L. EMERY, CHAs. L. Goss. 

